Rotary combustion engine

ABSTRACT

The aim of the invention is to dispense with the disadvantages of previous engines either fully or partially. This is achieved by two cylindrical parts which rotate into each other, respectively possessing a wing and which can rotate about an axis of different speeds. Similar to a four-stroke engine, the following occurs: induction of an air-fuel mixture, compression until self-ignition, creation of a working stroke and discharge of combustion gases. The variable inlet and outlet opening times are controlled according to a control bushing and a special stepper motor. The rotating wings are controlled by freewheeling and by unilaterally acting hydrodynamic brakes or secured against reversed rotation. In relation to the cylinder core, two functional variable work chambers arise for each disk discharge elements, which were not possible with the previously rigid engine structure.

1. TECHNICAL TERM

Rotary combustion engine

2. Field of Application

The invention is an axial combustion engine, which can generally be usedas drive engine. Optionally, after some tiny modifications, which do notaffect the main principles, this engine can also be used as a steamengine, compressor or pump.

3. Purpose

This new kind of combustion engine is supposed to provide an alternativeto the combustion engine, which is presently prominent on the market.

4. The Status quo of Technical Inventions and Criticism

At the current status of technical invention, there are mainly two typesof combustion engine available: First, the internal 2- and 4-cycledinternal combustion piston engine, which is also called the Otto-engine,secondly, the rotary engine, which is also referred to as Wankel-typeengine. The Otto-engine is regularly used by means of gasoline anddiesel fuel and is predominantly applied in the automobile sector.

Disadvantages of the 2-Cycle Otto-engine:

-   -   Higher fuel consumption up to approximately half load and        especially at full load because of scavenging and charging loses        at carburetor system.    -   Higher heat loading because of a failure in the backlash (lost        motion) and because of difficult heat dissipation.    -   Poorer torque at low RPM.    -   Intermittent engine operation at idle range.    -   Mostly imperfect mass balance    -   Very noisy operation    -   Its vehicle exhaust emissions are bad for the environment        (gasoline-oil mixture).    -   Low power efficiency because of cooling.    -   Functions only with ignition.        Disadvantages of the 4-Cycle Otto-Engine:    -   The power unit can only be only used 50%, as for one working        cycle two crankshaft revolutions are necessary    -   Low rate of uniformity (low engine smoothness)    -   The mechanic efficiency is reduced because of the two strokes        which are lost motion and because of the valve operation.    -   Low power efficiency because of cooling.    -   Functions exclusively with ignition.        Disadvantages of the Diesel Engine:    -   Bad combustion process because the fuel can only be injected        when, as a precondition the air is compressed up to 30–50*bar at        a temperature of 700°–900° Celsius. The early ignition causes        knocking.    -   Late injection causes uncomplete combustion.    -   For cold starting, glow plugs are necessary.    -   The ignition pumps make too much noise.    -   Low efficiency because of cooling.        Disadvantages of the Wankel-Engine:    -   Deficiencies at the sealing of the rotary engine combustion        chamber, causing problems.    -   Irregular operation because of the non-centric operation of the        rotary engine.    -   Torque characteristics are poor.    -   Engine efficiency is not satisfactory.    -   Poor combustion (bad exhaust emissions).    -   High manufacturing costs.    -   Low power efficiency because of cooling.    -   Works only with ignition.

Source/bibliography: partly from the automotive (engineering) paperbackof the Robert Bosch company.

5. Objective

The object of this invention is to partly or even fully eliminate thedisadvantages of the currently prevalent engines and thus to obtain amore economic engine. The design also offers an adequate premise for theapplication of highly developed new materials, such as, for instance,ceramics. As a result, friction and cooling can be reduced to a minimum,and a higher operating temperatures can be reached. With additionalwater injection, also better fuel economy is possible.

6. Sojution

According to the invention described in FIGS. 1 to 13, this object isachieved by means of two cylindrical parts which rotate in each other,and which can rotate about one axis at different speeds, and which eachpossess a blade. Because of the different rotational speeds twofunctional working chambers, which are very similar to the four-strokeengine, are created per disk (see the design in FIGS. 2.1 and 2.2, parts1 to 5). The resulting working chambers can occur at any place of thecylinder circumference (at variable combustion ratios and at variablestroke lengths).

To permit smooth running, two chambers, here called disks, are arranged,in fact in a very similar way to the Wankel-engine, but arranged with anangle of 180° between the two chambers. With an adequate angle divisionmore than two disks are technically possible. Control is effected bymeans of a stepper motor, which is connected to the inner cylinderhollow shaft and to the pulse generator disk which is again connected tothe outer cylinder shaft.

A comparable engine is known from U.S. Pat. No. 1,367,591, which haspartly other functions. There one working chamber per disk is createdthrough mechanical fixing of the corresponding blade, and from thelimited move of the other blade an angle of 180°, (one half revolutionof the shaft) results. With that rigid design the compression ratio isnot sufficient. According to the schematic figure the intake cycle isnot functionally efficient. Only low output can be expected because ofthe air resistance (compression or vacuum) between the blades in thesecond chamber.

This is proofed by the fact that such an engine has so far found noapplication in the technical field.

An example of the invention is shown in FIGS. 1–13 and described in thefollowing:

FIG. 1 shows a rotary combustion engine in longitudinal cutaway view,consisting of three disks, each with one exterior-cylinder and a bladeand a common interior-cylinder with one blade per disk.

Disk 3 functions as compressor and also as starting aid for the engine.Disks 1 and 2 serve as working cylinders of the engine.

This rotary combustion engine additionally contains a control bushingwith moving parts, which rotate axially around a static cylinder corewith intake and an exhaust channels and a retaining system againstreversed rotation, power transmission elements and a special (revolving)stepper motor (62) as control system.

FIG. 2 shows an exploded diagram analogous to FIG. 1 and FIG. 1.1 withsectional views A to D but without the control elements, the retainingsystem securing against reversed rotation and the power transmissionelements.

FIGS. 2.1 and 2.2 show a sectional view through disk 1 of the enginewith two working chambers, consisting of exterior-cylinder with blade,interior-cylinder with blade, control bushing with sealing strips orradial seal rings and the static cylinder core with the correspondingseals.

The A—A sectional view according to FIG. 2.1 shows the intake channellevel of disk 1 and the section B—B according to FIG. 2.2 shows theexhaust channel level of disk 1.

FIG. 2 a shows the three-dimensional-perspective drawings of FIG. 2, butwithout the control bushing and without the cylinder core.

FIG. 2 b shows the three-dimensional-perspective drawing of the controlbushing with intake and exhaust openings as well as grooves for thesealing strips and radial seal rings and the interior-cylinder.

In this example the circumference of the control bushing is divided into12 segments, each of 30° and has an opening in every forth segment ondisk 1 and 2. This 30° division must be identical with the openings ofthe interior-cylinder.

A spacing with another suitable number of openings and angles ispossible, as well.

The exhaust openings are offset by one segment (here 30°) against therotary direction, because the stepper motor sets the control bushingback by 30° against the rotary direction. The same is possible in therotary direction, but this is not advantageous.

In disk 2 the openings are arranged similar to those of disk 1 butoffset by 180° so that for every rotation (cycle) all 4 strokes takeplace.

In disk 3, which is used as a compressor, the openings are spaced at60°, that is in every second segment, and the intake and the exhaustopenings are located offset by 30°.

FIG. 3-10 a show the different positions giving an overall view of thefunctioning of the engine shown in FIG. 1-2.2.

FIG. 3-6 a show disk 1

FIG. 7-10 a show disk 2, but rotated by 180 degrees.

First FIG. 3-6 a shall be described.

Here two working chambers are created in disk 1; these are referred toas working chamber “A” and as working chamber “B”.

FIG. 3-6 (section A—A) shows the working cycles of working chambers “A”and “B” at the inlet channel level. In FIG. 3 a-6 a (section B—B) theworking cycles of working chambers “A” and “B” at the exhaust channellevel are shown.

FIG. 3-3 a show the start of induction stroke in working-chamber “A”,compression in chamber “B”

FIG. 4-4 a show the start of compression stroke in working-chamber “A”,working in chamber “B”

FIG. 5-5 a show the start of working stroke in working-chamber “A”,combustion in chamber “B”

FIG. 6-6 a show the start of combustion stroke in working-chamber “A”,induction in chamber “B”

In disk 2, shown in FIG. 7-10 and in FIG. 7 a-10 a (section C—C andsection D—D) with working chambers “C” and “D”, the same working cyclestake place as in disk 1, but rotated by an angle of 180 degrees, so thatfor every full rotation of the blade all four strokes take place in theworking chambers (A”–“D”).

This is explained with the following examples:

Working- Working- Working- Working- chamber A chamber B chamber Cchamber D FIG. 3: Induction 3a: Compression  7: Working  7a: CombustionFIG. 4: Compression 4a: Working  8: Combustion  8a: Induction FIG. 5:Working 5a: Combustion  9: Induction  9a: Compression FIG. 6: Combustion6a: Induction 10: Compression 10a: Working

This is achieved through the control elements, which control the intakeand the exhaust channel (in the example with an angle of 30°) in such amanner that in every working-chamber “A”–“D” all four working cycles cantake place.

FIG. 11 shows the static cylinder core with intake and exhaust openings,openings for fuel and water supply as well as grooves for seals.

FIG. 12 Shows the retaining system that prevents reversed rotation. Itcontains two fixed external wheel blades 30 and one double-sided turbineblade wheel 32, pivoted with a bearing in the middle with freewheelpermitting only forward rotation.

Also at the transmission hollow shafts 17/18, blades are fixed withmovable blades. The wheel blades run in a fluid (oil), similar to anautomatic gearbox or hydrodynamic brakes.

When the wheel blade rotates forward in the fluid, the blades fold shutand pose no resistance. At the same time the blades of the other bladewheel open in the oil and slow down that wheel, and even furtheraccelerate the opposite wheel.

That process is, in turn, repeated during every working stroke.

FIG. 13 shows a section (section E—E) through the power transmissionelements of the engine, containing a hollow shaft 57, a planetary gear,which again consists of a hollow interior gear 51, which is fullyrotating with gear 38, and planetary gears 52,53 with two different,adapted diameters and the corresponding shafts 56, and the sun gears 54.Through the alternating movement of of the gears 51/54, at power wheel55 an even rotation in the same direction is brought about.

To start the engine, the power wheel 55 must be driven and by means of amagnetic clutch (brake) one hollow shaft must be prevented from movinguntil the working cycle starts. Optionally, compressed air pressed intodisk 3 (compressor) can be used to start the engine.

FIG. 1.2 shows as an alternative to FIG. 1 a power-transmission elementwith a differential gear according to the prior art. Function and methodof operation remain similar (FIG. 1.2 to 1).

For the designs as per FIGS. 1.1 and 1.1.1, where an electric generator58 is driven, the planetary gear or the differential gear can bedispensed with.

The electric generator can also serve as starter, magnetic clutch ormagnetic brake of the engine.

FIG. 2.3 shows an alternative to FIG. 2.1. FIG. 2.2 depicts the intakechannel level as shown in section B—B with 2 separate control bushings,one for intake and one for exhaust. As a consequence the openings atboth cylinders can be wider and the opening times for inlet anddischarge can be controlled independently from each another as desired.

FIG. 2 a-1 and FIG. 2 b-1 shows a modified three-dimensional-perspectivein accordance to FIG. 2.3.

In all applications the stepper motor(s) 62 together with the angleencoder and the pulse generator disk (60, 61), which rotate in a 1 to 1ratio with the transmission (hollow) (interior and exterior) shaft,receives pulses from the pulse generator and the control unit.

PARTS LIST

-   1: Exterior—cylinder for disk (plate) 1-   2: Exterior cylinder—blade for disk (plate) 1-   3: Interior cylinder for disks (plates) 1,2,3-   4: Interior cylinder—blade for disk (plate) 1-   5: Partition walls-   6: Exterior—cylinder for disk (plate) 2-   7: Exterior cylinder—blade for disk (plate) 2-   8: Interior cylinder—blade for disk (plate) 2-   9: Exterior—cylinder for disk (plate) 3-   10: Exterior cylinder—blade for disk (plate) 3-   11: Interior cylinder—blade for disk (plate) 3-   12: Control bushing-   13: Cylinder core with intake—and exhaust ports-   14: Sealing strip—control bushing-   15: Radial seal rings—control bushing-   16: Radial seal rings—cylinder care-   17: Transmission hollow shaft—“interior”-   18: Transmission hollow shaft—“exterior”-   19: Bearing with freewheeling for transmission hollow    shaft—“exterior”-   20: Bearing with freewheeling for turbine blade wheel-   21: Bearing for 12 and fastening for 13-   26: Gear—or cogged belt for transmission hollow shaft—“exterior”-   27: Gear—or cogged belt for transmission (hollow) shaft—“interior”-   28: Turbine blade with movable blades for transmission hollow    shaft—“exterior”-   29: Turbine blade with movable blades for transmission (hollow)    shaft—“interior”-   30: Fixed external (outer) blades-   31: Bearing with freewheeling for transmission (hollow)    shaft—“interior”-   32: Two side turbine blade possibly with bearing and freewheeling-   33: Rigid (fixed) housing with hydraulic oil—reservoir and eventl.    (possible) pump-   35: Plain bearing housing for half bearings—hollow shaft-   36: Bearing flange-   37: Intermediate gears-   38: Gear—or cogged belt for engine drive (output) end and regulation    60-   39: Gear—or cogged belt for engine drive (output) end and regulation    61+62-   40: Flywheel (balance wheel) for interior—cylinder-   51: Internal ring gear-   52: Planetary—gear “a” coupled together (combined) with “b”-   53: Planetary—gear “b”-   54: Sun gear (center, internal gear)-   55: Gear—or cogged belt for engine drive (output) end and starting    (alternate with differential FIG. 1.2)-   56: Planetary—gear shaft-   57: Power—transmission shaft with power supply cables for 62-   58: Generator (generator+starter)-   59: ″ ″ brush set-   60: Pulse-generator—disk for stepper motor-   61: Disk with pulse-generator-   62: Stepper motor for control bushing 12-   63: Stepper motor-shaft-   64: Gear—or cogged belt-wheel for regulation 12-   65: Intermediate gear (shaft gear) ″ ″ ″-   66: Gear—or cogged belt ″ ″ ″

1. In a rotary combustion engine equipped with an interior cylinder andan exterior cylinder, rotatable within each other, each cylinderpossessing a blade, rotatable at different speeds about one axis, thuseffecting the intake of an air-fuel-mixture, a compression, a workingcycle and a discharge of burning gases, and with corresponding intakeand exhaust openings for air, apparatus comprising: a control bushingfor controlling the intake and exhaust openings; a stepper motor fordriving the control brushing, the stepper motor including rotatingblades controlled (accelerated or decelerated) by freewheeling elementsincluding unilaterally acting hydrodynamic brakes; and the intake andexhaust openings disposed in the control bushing brought to overlap incongruence with the openings of the interior and exterior cylinders by acalculated rotational angle of the stepper motor.
 2. The apparatusaccording to claim 1, wherein the stepper motor is coupled to a hollowshaft, having an interior and exterior, rotates with it with the hollowshaft with a 1 to 1 ratio, and is connected through a brushset-cable-system with a stepper motor control unit, the control unitreceiving corresponding signals via an interaction of a disk and anangle encoder, the disk and angle encoder rotating together with thehollow shaft interior and exterior in a 1 to 1 ratio, the control unit,supplied with signals from a signal transmitter (pulse generator),transmitting corresponding pulses to the stepper motor, by transmissionto the control bushing, the optimum cycle times (opening times, closingtimes and opening duration) are determined by rotational speed and load.3. The apparatus according to claim 1 wherein the intake and exhaustopenings of the control bushing are located along the circumference,with the intake openings spaced 60° apart and the exhaust openingsoffset by 30°.
 4. The apparatus according to claim 1 wherein theinterior cylinder has two openings at each side of the blade of eachdisk the openings being spaced apart by one cycle.
 5. The apparatusaccording to claim 1 wherein the blades rotate about one axisindependently of each other at different velocities, and all fourstrokes of the engine take place at any location and with any strokelength.
 6. The apparatus according to claim 1 further comprising acylinder core equipped with corresponding ring-shaped channels, eachchannel having sealing rings secured against rotation and sealed tighttowards neighboring chambers, each channel having openings for airintake, discharge, and fuel supply.
 7. The apparatus according to claim1 further comprises two working chambers per disk for dispensing withempty strokes in order to minimize power loss, thereby leading tomaximum efficiency.
 8. The apparatus according to claim 1 furthercomprising a prechamber (inlet channel) for enabling injection of heatedcooling water in order to generate additional energy.
 9. The apparatusaccording to claim 1 further comprising a second control bushing and asecond stepper motor for independently controlling the intake openingsand the exhaust openings.
 10. The apparatus according to claim 1 whereinthe freewheeling element comprises two fixed external blades and onedouble-sided turbine blade wheel pivoted in their middle thereof inorder to safeguard the inner and outer cylinder against rotation in awrong direction the two double-sided turbine blade wheels have movableblades rotatable with the hollow shafts in an oil (fluid), duringforward rotation of a respective turbine blade wheel in the fluid theblades shut and at the same time the blades of the other turbine bladewheel open through the fluid flow and decelerate the wheel andaccelerate the counterpart wheel by the working stroke.
 11. Theapparatus according to claim 1 further comprising two flywheels forbalancing mass differences between blades.
 12. The appartaus accordingto claim 1 further comprising at least one of a power transmission gearand a generator in an operative relationship with the engine, thegenerator being operative for starting the engine.